Lock for vehicle-doors.



A. J. SCHOLFIELD & J. R. REDMAN.

LOCK FOR VEHICLE DOORS.

APPLICATION FILED DEC-8,1913.

1 1 54,439 Patented Sept. 21, 1915.

3 SHEETS-SHEET I.

A. J. SCHOLFIELD & J. R. REDMAN.

LOCK FOR VEHICLE DOORS.

APPLICATION FILED DEC-8.1913.

1,154,439. PatentdSept. 21, 1915.

a sn zns suan 3.

. 3 2 r J/f/B UNTTE- earns manna ent re,

. ARTHUR JAMES SCHOLFIELD, or RIDGE BANK, ronmonnnn AND JOHN RICHARD viannivmn, or SANDBED, HEBDEN BRIDGE,- ENGLAND.

LOOK FOR VEHICLE-DOORS.

incense.

To all whom it may concern Be it known that we, ARTHUR JAMES SCHOLFIELDand JOHN RICHARD REDMAN, both subjects of the King of Great Britain,

.an'd residing, respectively, at Ridge Bank,

Todmorden, in the county of York, England, and 8 Wood Villas, Sandbed,Hebden Bridge, in the county and country aforesaid,

' have invented new and useful improvements in 'or Relating to Locks forVehicle-Doors,-

. of which the following is a specification. This invention relates tolocks for veunlocked by the guard.

hicle doors and is primarily intended for use in connection withrailways, the chief object being to construct a lock for each door whichcan be-locked and unlocked by the driver, or other person on the engine,an

According to this invention each lock comprises a piston and cylinderarrangement that is adapted to be put into fluid connec tion with a highpressure or vacuum system to project a bolt to its forward orlockingposition against the action of a spring which returnsthe bolt to itsunlocked position immediately'the pressure or vacuum is released, asupplementary spring allowing the bolt to be forced inward from itslocking position by the closing of the door.

In the accompanying drawings Figure 1 i is a longitudinal section andFig. 2 is a plan of a lock for use with a high pressure systemand-applied toa railway carriage door.

a lock .for use with a vaccum system. Fig. 4

1 shown in Fig. 3. Fig. -5 is a similar view to Fig. 3 showing a lockprovided with two cylinders. 40

A indicates the piston, B the cylinder,

. the bolt, D the spring, E the supplementary spring, F the riage door.

H The apparatus shown in Figs. 1 and2com-v prises a cylinder B whoseexternal diameter is' conveniently made slightly less than the thicknessof the carriage side 11* so that it can occupy a position within suchside below the, lower frame of the window'/'', lugs 12 or a plateconnected with the cylinder B afi'ord- .ing a convenient means forsecuring 'it in carriage side, and the car Specification of- LettersPatent.

Patented Sept. 211, 1915.

: Application filed December 8, 1913. Serial No. 806,215.

position. The inner end of the cylinder is gine and in the guards van orother com- Fig. 3 isa similar view -to :Fig. 1 showing, 35 I is asection taken on line 4-4 of the lock of the sleeve.

partment to enable the pressure to be released by the guard or driver.The cylinder is shown formed with two internal diameters to receive acorrespondingly shaped piston, the shoulders b and a that arerespectively formed on the cylinder B and piston A by the variation ofthe diameters constituting a stop to limit the inward movement ofthepiston. lhe inner end of the latter is shown fitted with a leathercup ring a, but any other appropriate packing may be substitutedtherefor. The outer end of the piston is reduced in diameter and isthere screwthreaded at a to receive a sleeve or socket a -within whichis slidably mounted the locking bolt C. The sleeve a is convenientlyformed with two external diameters and is supported at its outer end ina cap 22 which fits the cylinder B and the two diameters The shoulders oand b that are respectively produced on the sleeve and camp by thevariation of the diameters constitute a stop which limits the outwardmotion of the piston A. The

sleeve so formed is encircled by the spring D whichv exerts pressure,between the cap 6 and the piston A and normally tends to retain thelatter at the inner end of the cylinder B. A portion of the sliding bolt0 within the sleeve is reducedin diameter at c to enter a hole a formedin a portion of the piston and is normally retained in its extendedposition" in relation tothe sleeve a by the supplementary spring E whichen-' circles the reduced portion of the bolt and: presses a collar 0thereon against a'shoulder a in the sleeve. The outer end of the bolt Genters a hole f ina guide plate F that is fixed toLthe carriage side, asuitably formed} plate g" being attached to the edge'of the door G toreceive such bolt when the latter occupies its forward or lockingposition. The end of, the bolt C is rounded on its front face at c or isotherwise formed to allow the door G to close and press the bolt inwardin the event of its having been caused to assume its locked positionwhen the door is open.

By the arrangement described, immediately the driver puts the locks influid communication with the high pressure supply each bolt is shotforward to its locking position against the action of the spring D whichencircles the sleeve and all the doors which have been previously shutare at once looked, any door that has been left open becomingautomatically locked as soon as it is shut. On arriving at the stationthe driver or guard releases the fluid pressure in the main pipe andcylinders whereupon the springs D at once return the bolts G to theirunlocked position to enable passengers to open the carriage doors. Inthe event of an accident taking place such forexample as a collisionbetween two trains, any serious damage inflicted on the carriages wouldbreak or destroy one or more of the pipe connections and allow thesprings D to return the bolts to their unlocked position. If de-' siredeach branch pipe 12 may be provided with a release valve which may beconnected with a chain, button, or other device adapted to be put intooperation by an occupant of the carriage to release the pressure, or towarn the driver or guard that the pressure is to be released, so as toenable the doors to be opened in case of necessity or emergency.

Referring to the example shown in Figs. 3 and 4 which is intended foruse on a train fitted with a vacuum system, the cylinder B is 'made withas large an internal diameter as the thickness of the carriage side willpermit and the piston A within such cylinder is mounted on a rod abetween a nut a and a guide a which is secured against a shoulder a. onthe rod a by the nut a a 1 leather packing ring a, being interposed beaby a nut w.

tween the piston A and a portion of the guide a. The rod a is reduced indiameter at its outer end and is secured to a cross bar This crossbar isformed near its ends with holes a to receive the ends of two rods a)which are connected to such cross bar by nuts a". These rods passthrough guide holes 6' b in the framing b and are connected at theiropposite ends to a cross bar a by nuts a. This cross bar is rigidlyconnected to a sleeve at which is slidably mounted in a casing 6 formingpart of the framing b and placed coaxially with the cylinder B. Thesleeve is similarly formed internally to the sleeve a in Fig. 1 and isfitted with a screwed plug a for the spring E to bear against. In thisexample the piston A is normally retained toward the outer end of thecylinder B by two springs D D which encircle the rods a between the nutsa" and a portion of the framing I)", if d esired,'however, a singlespring D may be placed in the vacuum cylinder B for returning the pistonto its outer position when the vacuum is released. The inner end of thevacuum cylinder is formed with'a connection 6 arranged to be put influid communication with the source of vacuum which is under the driverscontrol and the vacuum can be released from the pipe system andcylinders by the driver or guard in a similar manner to that describedwith reference to the high pressure system. When the air is exhaustedfrom the vacuum cylinders it draws'the pistons to the inner endsthereof,

thereby causing the cross bars and connect ing rods to force the boltsto their locking position against the action of the springs D.

When the vacuum is released the springs D v returnflthe pistons to theouter ends of the cylinders to withdraw the bolts to their unlockedposition by the connections aforesaid, the springs E operating upon thebolts C in the manner hereinbefore described with ref:

erence to Fig. 1.

In the event of one cylinder giving an insuflicient amount of area toproduce the power required to work each lock two or more cylinders maybe employed and in the example shown in Fig. 5 the bolt C is mounted ina sleeve (1 in a casing or cylinder 13 that is centrally disposedbetween two cylinders B B. These cylinders are fitted at their innerends with connections 1) arranged to be put into fluid communicationwith the source of vacuum and'contain the pistons A which are connectedwith the sleeve a by a cross bar a which is rigidly connected with "acentral rod a securedto the sleeve on",

trolled by fluid pressure and provided with a guide for the lockingbolt; of a main spring operating to slide the piston in one direction, alocking bolt slidable longitudinally in the said guide independently ofthe piston, and an auxiliary spring operating to press the said boltforwardly in its guide and permitting it to move rearwardly with-. outsliding the said piston.

2. In a door lock, the combination, with a cylinder, a piston slidablein the cylinder and controlled by fluid pressure, and a sleeve securedto the piston and provided with a guide for the locking bolt; of a mainspring operating to'slide'the piston in one direction, a locking boltslidable in the said guide independently of the piston and provided withan abutment which limits its forward movement in the guide, and anauxiliary spring arranged in the said sleeve between thesaid abutmentand the, piston and permitting the locking bolt to slide rearwardlywithout sliding the piston.

In testimony whereof ,we afiix our signa- I tures in presence of twowitnesses.

Witnesses:

ERNALD SIMPSON MosELEY, MALCOLM SMITHURST.

